Explosion engine



Dec. 27, 1927. 1,653,877

A. SCHAFF EXPLOSION ENGINE Filed Dec. 24. 1925 Patented Dec. 27, 1927.

UNITED STATES ALBERT SCHAFF, OF PARIS,

EXPLOSION ENGINE.

Application filed December 24, 1925, Serial No. 77,586, and in FranceSeptember 11, 1925.

This invention relates to means for restricting automatically the supplyof fuel in internal combustion engines, more particularly those ofaircraft. Some aircraft engines are either designed and constructed fornormal running above a certain altitude, or are provided, for the samepurpose, with special accessories such as supercharging compressors, butthey cannot, without inconvenience, be run under full admission, or withthe full supercharg'e of the compressor, at altitudes lower than thenormal running, altitudes; and they are, therefore, fitted with meansfor automatically restricting the supply of fuel, in order to avoidexcessive strain on their members when the engines are running at suchlower altitudes.

For effecting the automatic restriction of the maximum admission, mostof the ap* plianccs constructed for this purpose employ an apparatuswhich is sensitive to variations in atmospheric pressure, but these onlyproduce variations in energy which are relatively slight and, in certaincases, are incapable of overcoming the passive resistance of the devicescontrolling the admission to the engine.

The present invention has for its object to enable much greatervariations in energy to be accomplished, for which purpose the a,maximum admission into the cylinders is regulated by the maximumpressure prevail ing therein, so that said pressure cannot ex ceed acertain value, whatever be the conditions under which the engine isrunning.

The accompanying drawing illustrates, diagrammatically and by way ofexample, a device for carrying out the invention shown in plan view andpartly in section.

For carrying out the invention, use is made of apparatus of known typearranged in such a way as to be subjected to the maxi mum pressureproduced in an internal combustion engine running under normalconditions. These known apparatus consist of small chests a, each ofwhich is in communication with the compression chamber of a cylinder Z)by means of a valve 0, or similar member, opening outwardly of thecylinder 6, against the pressure of a spring 0 Tubes connect the chestsa with one another and with a cylindrical chamber e formed with anorifice f opening into the atmosphere, said chamber e having slidabletherein a piston g balanced by a spring h,

a value dependent on of the piston g regulate the of such a kind thatthe maximum movements the plston is intended to describe will have nonotable effect on its tension. The rod '11 of the piston 97 is connectedwith the admis- S1011 members (not shown) of the cylinders by anysuitable mechanism. The piston 9 may, of course, be replaced by anyother member adapted to move under the action of the pressure. After ashort running time, the pressure in the chests a assumes a constantvalue de pendent of the maximum pressure set up, at each cycle,'in thecylinders Z), since the valves 0 allow the gases under pressure to enterthe chests a, but prevent their return to the cylinders 6. Owing to thecommunication between these chests and the cylindrical chamber 6, thepressure in the latter, after a short running time, will also assume themaximum pressure in the cylinders b. The very small orifice 7, throughwhich the gases escape to the outside, enables a balance to be attainedbetween the pressures in the chamber 6 and chests a and the ma: imumpressure in the cylinders b, in the event of a drop in the normal workmgpressure in the latter. The movements admission to the engine cylindersb. For this purpose, the stem 2' 1s connected, by means of a rock lever7' and a link 70, with a lever Z attached to a valve m placed in theconduit a leading from the carburetter (not shown) to the admissionvalves 39 of. the cylinders. The lever j is also connected by a lever gto the hand lever 9" which is of any well known type adapted to beoperated by the driver.

When the stem 2' moves to the right under of piston g the effect of themaximum pressure in the cylinders b causing a certain pressure toprevail in the cylinder e, the valve m can no longer be moved, by meansof the hand lever r, to a position parallel to the axis of conduit n.and therefore the maximum admission of the combustiblemixture throughconduit n to the valves of the cylinders 25 is reduced. The reverseoccurs when the stem 2' of the piston 'g'moves to the left. The controlof the maximum admission by the pressure in the cylinder 6 is thusobtained.

The above connections were only given by way of illustration and may bemodified it the control device formed by the chests a and the cylinder eis employed with any other system of admission to the engine cylinders.The device is of course applicable to any number of cylinders.

What is claimed is:

1. In a multi-cylinder internal combustion engine, an intake manifold,21 throttle valve therein and a control member for said throttle valveresponsive to the maximum pressure in said cylinders, including acylinder, 9. piston therein operatively connected to said throttlevalve, a constant tension spring on one side of said piston biasing thelatter in the direction to open said throttle valve, the other side ofsaid piston being biased in the opposite direction by the maximumcylinder pressure.

stant pressure on one side of the piston biasing it in a direction toopen said throttle valve, the other side of said piston being biased inthe opposite direction by the maximum cylinder pressure.

In testimony whereof I have signed my name to this specification.

ALBERT SCHAFF.

